Fifth-wheel mechanisms for hitches carried by railway cars



g- 1962 D. CLEJAN FIFTH-WHEEL MECHANISMS FOR HITCHES CARRIED BY RAILWAY CARS 22, 1959 14 Sheets-Sheet 1 Original Filed Dec.

INVENTORQ DEODAT CLEJAN Aug. 21, 1962 CLEJAN 3,950,320

FIFTH-WHEEL MECHANISMS FOR HITCHES CARRIED BY RAILWAY CARS Original Filed Dec. 22, 1959 14 Sheets-Sheet 2 DEODAT CLEJAN BY 6 flaw 105 2; W

3 ATTYS.

Aug. 21, 1962 D. CLEJAN 3,050,320

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Aug. 21, 1962 Original Filed Dec.

D. CLEJAN FIFTH-WHEEL MECHANISMS FOR I-IITCHES CARRIED BY RAILWAY CARS 22, 1959 BY /05 a 14 Sheets-Sheet 4 INVENTOR.

DEODAT CLEJAN 01% Dual/ ATTYS.

1, 1962 D. CLEJAN 3,050,320

FIFTH-WHEEL MECHANISMS FOR HITCHES CARRIED BY RAILWAY CARS Original Filed Dec. 22, 1959 14 Sheets-Sheet 5 FIG.8 w my FIG. 9

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Aug. 21, 1962 D. CLEJAN 3,050,320

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FIFTH-WHEEL MECHANISMS FOR BITCHES CARRIED BY RAILWAY CARS Original Filed Dec. 22, 1959 14 Sheets-Sheet 7 FIG. I3

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IN VEN TOR.

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IN VEN TOR. DEODAT CLEJAN j g a ATTYS.

Aug. 21, 1.962 D. CLEJAN FIFTH-WHEEL. MECHANISMS FOR BITCHES CARRIED BY RAILWAY CARS 22, 1959 14 Sheets-Sheet 14 Original Filed Dec.

IN VEN TOR.

DE ODA T CLE JAN United States Patent 3,95%,320 FIFTH-WEI. MECHANISMS FQR EHTCEES C it 1) BY RAEWAY CARS Deodat Clejan, Chicago, 111., assignor to General American Transportation Corporation, Chicago, EL, a corporation of New York Original application Dec. 22, 1959, Ser. No. 861,291. Dr-

vided and this application Nov. 16, 1960, Ser. No.

3 Claims. Cl. 287-20) The present invention relates to fifth-wheel mechanisms 1 for hitches carried by railway cars, and more particularly to such fifth-wheel mechanisms that are adapted selectively to support and to retain in place cooperating king pins respectively carried by the front ends of "road semitrailers mounted upon the railway cars.

This application comprises a division of the copending application of Deodat Clejan, Serial No. 861,291, filed December 22, 1959.

It is the principal object of the invention to provide a fifth-wheel mechanism of the character described, that is of improved and simplified construction and arrangement.

Another object of the invention is to provide a fifthwheel mechanism of the character noted, that is especially adapted for use in a folding hitch that is mounted upon a railway car that is especially adapted for the transportation of road semi-trailers; whereby the fifth-wheel mechanism is movable into a storage position disposed within a recess provided in the top of the railway car, incident to movement of the hitch into its folded position of nonuse, so that the fifth-wheel mechanism in its storage position is disposed in a non-interfering position with respect to longitudinal movements of road semi-trailers in supported positions along the top of the railway car.

A further object of the invention is to provide in a road semi-trailer hitch, a fifth-wheel mechanism of improved construction and arrangement, that includes locking jaws that are selectively movable between locked and unlocked positions with respect to the depending king pin carried by the front end of a cooperating road semi-trailer, and an improved arrangement for selectively actuating the locking jaws mentioned between their locked and unlocked positions.

Further features of the invention pertain to the particular arrangement of the elements of the fifth-wheel mechanism, whereby the above-outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification, taken in connection with the accompanying drawings, in which:

FIGURE 1 is a fractured side elevational view of a freight transportation system including a railway car provided with a first semi-trailer hitch incorporating a first fifth-wheel mechanism embodying the present invention,

this figure illustrating the left-hand end of the railway car mounting an equipped road semi-trailer;

FIG. 2 is another fractured side elevational view of the freight transportation system, including the railway car provided with a second semi-trailer hitch incorporating a second fifth-wheel mechanism embodying the present in vention, this figure illustrating the right-hand end of the railway car mounting an unequipped road semi-trailer;

FIG. 3 is an enlarged plan view, partly broken away, of the left-hand end of the railway car, taken in the direction of the arrows along the line 33 in FIG. 1;

FIG. 4 is a greatly enlarged side elevational view of the railway car, illustrating the railway bridging rail and the roadway bridging platform carried thereby, this figure being taken in the direction of the arrows along the line 4-4 in FIG. 3;

FIG. 5 is a greatly enlarged lateral sectional view of the railway bridging rail and the roadway bridging platform, taken in the direction of the arrows along the line 55 in FIG. 4;

FIG. 6 is an enlarged lateral sectional view of the railway car, taken in the direction of the arrows along the line 66 in FIG. 1, and illustrating the supporting arrangement for the mounted equipped road semitrailer;

FIG. 7 is an enlarged lateral sectional View of the railway car, taken in the direction of the arrows along the line 7--7 in FIG. 2, and illustrating the supporting arrangement for the mounted unequipped road semi-trailer;

FIG. 8 is a diagrammatic plan view of a conventional railway fiat car provided with outside wheel guide rails, and mounting an unequipped road semi-trailer, and illustrating undesirable jack-knifing tendency incident to misaligned loading of the road semi-trailer upon the railway car;

FIG. 9 is a diagrammatic plan view of the inventive railway car of FIGS. 1 and 2 incorporating inside wheel guide rails, and mounting an unequipped road semitrailer, and illustrating desirable centering tendency incident to misaligned loading of the road semi-trailer upon the railway car;

FIG. 10 is a greatly enlarged fragmentary lateral sectional view of the railway car of FIGS. 1, 2. and 9, illustrating one of the roadway platforms and one of the inside wheel guide rails incorporated therein;

FIG. 11 is a greatly enlarged plan view, partly broken away, of the fifth-wheel mechanism incorporated in the semi-trailer hitch, as shown in FIG. 2, the jaws of this fifth-wheel mechanism being illustrated'in their closed positions;

FIG. 12 is a greatly enlarged longitudinal sectional view of this fifth-wheel mechanism, taken in the direction of the arrows along the line 1212 in FIG. 11;

FIG. 13 is a greatly enlarged fragmentary plan view, similar to FIG. 11, illustrating the jaws of this fifth-wheel mechanism in their open positions;

FIG. 14 is a greatly enlarged front elevational view of this fifth-wheel mechanism, taken in the direction of the arrows along the line 1414 in FIG. 11;

FIG. 15 is a greatly enlarged rear elevational view of this fifth wheel mechanism, taken in the direction of the arrows along the line 15-15 in FIG. 11;

FIG. 16 is an enlarged side elevational view, partly broken away, of this fifth-wheel mechanism of FIG. 11;

FIG. 17 is an enlarged side elevational view, partially diagrammatic, of the railway car and the equipped road semi-trailer, as shown in FIG. 1, and also illustrating the rear end of a tractor that is employed in loading the semitrailerupon the railway car, this figure particularly illustrating the initial step in operating the cooperating semitrailer hitch from its storage position into its erected position;

FIG. 18 is another enlarged side elevational view, similar to FIG. 17, partially diagrammatic, of the railway car and the equipped road semi-trailer, as shown in FIG. 1, and illustrating the rear end of the tractor that is employed in loading the semi-trailer upon the railway car, this figure particularly illustrating the final step in operating the cooperating semi-trailer hitch from its storage position into its erected position and the transfer of the king pin from the fifth-wheel mechanism carried by the rear end of the tractor to the fifth-wheel mechanism carried by this hitch;

FIG. 19 is an enlarged fragmentary side elevational view of this semi-trailer hitch in its erected position, as shown in FIG. 18, and illustrating the extreme forward and rearward pivotal positions. thereof with respect to its normal upstanding attitude, incident to shock-absorbing actions therein;

FIG; 20 is a greatly enlarged fragmentary side elevational view of this semi-trailer hitch in .itserected position, as shown in FIG. 18, and illustrating both the latch mechanism provided in this hitch for restraining the same inits erected position and the latch mechanism provided in the fifth-wheel mechanism carried thereby, and-also illustrating the cooperation between certain elements carried by the extreme rear end of the tractor and the two latch mechanisms mentioned, this figure further illustrating the latch position of the latch mechanism carried by this hitch;

FIG. 21 is another greatly enlarged fragmentary side elevational view, similar to FIG. 20, of the latch mechapism provided in this semi-trailer hitch, and illustrating the linkage incorporated therein immediately following trippin-gof the latch mechanism; FIG; 22 is a greatly enlarged fragmentary plan view of the diagonal strut incorporated'in this semi-trailer hitch, taken in the direction of the arrows along the-lines 22- 22inFIG.20; Q

FIG. 23 is a greatly enlarged transverse sectional view of the diagonal strut, taken in the direction of the arrows along the line -2323 in FIG. 22;

, FIG. 24 is a greatly enlarged transverse sectional view of the diagonal strut, taken in the direction of the arrows along the line 24-44 in FIG. 22;

FIG. 25 is a greatly enlarged rear elevational'view of the standard incorporated in this semi-trailer hitch, taken in'the direction of the arrows along the line 2525 in FIG. 20; a

FIG. 26 isa greatly enlarged end elevational View, partly broken away, of the trunnion arrangement mounting one lower end ofthe standard, taken in the direction of-thc arrows along the line 2626 in FIG. 25;

FIG-27 is a' greatly enlarged transverse sectional view' of the standard, taken in the direction of the arrows along the line 2727 in FIG. 25; s a

FIG. 28 is a greatly enlarged'fragmentary reariview of the lower portion of the mounting arrangement for the line 3030 in FIG. 18; and

I FIG. 31 is a greatly enlarged lateral sectional view of this shock-absorbing mechanisrn,taken in the direction of the arrows along the line 3131 in FIG. 30.

. Referring now to FIGS. '1 and 2 of the drawings, the freight transportation system there illustrated isof the construction and arrangement of that disclosed in the copending parent application of Deodat Clejan, Serial No. 861,291, filed December 22, 1959; which system essential- 1y comprises a railway car 100 of the universal type in that it is adapted to support. and to transport indiscriminately road vehicles of first andsecond types. As illustrated, a road vehicle 200A of the first type is mounted on the right-hand end of the railway car 100 and a road ehicle 20013 of the second type is mounted on the lefthand end of the railway car 100. Specifically, the road 4 and is essentially of the same construction as that of the road vehicle 200A of the-first type, except that it also carries at the rear end thereof dolly mechanisms including track rollers, indicated at 205. Accordingly, it will be understood that the road semi-trailer 200A of the first type is entirely conventional and is unequipped with respect to the dolly mechanisms mentioned; whereas the 7 road semi-trailer 20013 of the second type is entirely conventional, except for the incorporation therein of the dolly mechanisms mentioned. Thus hereinafter, the road semitrailer 200A of the first type is referred to as an unequipped trailer, while the road semi-trailer 200B of the second type is referred to as an equipped trailer.

Before proceeding with further description of the structu-ral details of the trailers 200A and 2003, it is pointed out that the railway car of the universal type essentially comprises, as best shown in FIGS. 1, 2, 3, 6 and 7, y

extending and laterally spaced-apart rails provided on the top of the center sill 101 and constituting a trackway of given narrow gauge. Also the railway car 100 comprises a pair of longitudinally extending and laterally spacedapart platforms 107 respectively carried by the outer sides of the webs of the I-beam-s 104 and respectively projecting outwardly'therefrom and disposed below the top 7 flanges 106 and constituting a'roadway of standard road gauge. In the arrangement, and'as best shown in FIGS V 6, 7 and 10, each of the platforms 107 is supported by a a plurality of longitudinally spaced-apart and laterally outwardly projecting cantilever beams 108 disposed therebelow in supporting relation therewith, the inner ends of the beams 108 being rigidly secured, as by welding, to the outer side of the web of the adjacent I- beam 104.

Specifically, eachof the platforms 107 is of fabricated structure and of substantial box-like configuration, including an outer downwardly turned'flange' 109 and an inner upwardly turned flange 110. Also, the railway car 100 comprises apair of longitudinally extending and lateral- A ly spaced-apart wheel guide rails 111 respectviely carried upon the extreme upper ends of the upwardly directly flanges 110 provided on the inner edges of the platforms 107. As best shown in FIG. 10, each of the wheel guide rails 111'is preferably of substantiallytubular form and is secured, as by welding, upon the extreme upper end of the associated upwardly directed flange 110; whereby each of the Wheel guide rails 111 is disposed-below the adjacent rail 106 carried on the top of the associated I-beam 104 and above the top of the associated platform 107. Also, each of the wheel guide rails 111 is disposed laterally outwardly of the adjacent rail 106 and laterally inwardly of the inner edge of the associated platform 107 and presents a smooth outwardly facing rubbing surface to the adjacent inner surface of the inner road wheel 201 carried by an unequipped trailer 200A; which arrangement is utilized for a purpose more inafter. I

As best shown in FIG. 7, the unequipped trailer 200A is provided at the rear end thereof with spring mechanisms 210 carrying a pair of laterally extending tandem axles 211 that, in turn, carry the road wheels 201 on the outer ends thereof, dual road wheels 201 being illustrated for the purpose of description; When the unequipped trailer 200A is mounted upon the top of the railway car 100, the road wheels 201 directly engage the platforms 107 so that the rear axles 211 straddle the top of the center sill 101 and are positioned above the track rails 106 and fully explained hereout of contact therewith,- as clearly illustrated in FIG. 7.

As best shown in FIG. 6, the equipped trailer 200B is constructed at the rear end thereof in a manner identical to that of the unequipped trailer 200A, as shown in FIG. 7, except for the provision of the previously mentioned dolly mechanisms, indicated at 220. For the purpose of the present description, the dolly mechanisms 220 have been illustrated as essentially comprising brackets 221 suitably secured to the opposite sides of the rear axles 211 in straddling relation with respect to the respectively associated spring mechanisms 210; whereby the track rollers 205 respectively carried by the brackets 221 are disposed directly below the spring mechanisms 210 and are of the previously mentioned narrow gauge of the track rails 206. When the equipped trailer 20013 is mounted upon the top of the railway car 100 the track rollers 2135 carried by the rear axles 211 straddle the track rails 106 and engage the same for the purpose of supporting the rear end of the trailer 200B so as to mount the same upon the top of the center sill 101 with the road wheels 201 projecting outwardly over the platforms 107 and positioned thereabove and out of contact therewith, as clearly illustrated in FIG. 6.

Recapitulating: When the unequipped trailer 200A is mounted upon the top of the center sill 101, the rear end thereof is directly supported by the engagements between the road wheels 201 and the platforms 107; and when the equipped trailer 200B is mounted upon the top of the center sill 101, the rear end thereof is directly supported by the engagements between the track rollers 205 and the track rails 106.

Again referring to FIGS. 1 and. 2, the railway car 100 carries two longitudinally spaced-apart semi-trailer hitches 300 of identical construction and arrangement, one of the hitches 300 being disposed adjacent to the left-hand end of the railway car 100, as shown in FIG. 1, and normally disposed in supporting relation with the cooperating front end of the trailer 200B mounted upon the left-hand end of the railway car 100, and the other of the hitches 300 being disposed adjacent to the central portion ofthe railway car 100, as shown in FIG. 2, and normally disposed in supporting relation with the cooperating front end of the trailer 200A mounted uponthe right-hand end of the railway car 100. As explained more fully hereinafter, the hitch 300 disposed in supporting relation with the front end of the trailer 200B also normally latches in place the king pin 202 thereof;.and similarly, the hitch 300 disposed in supporting relation with the front end of the trailer 200A also normally latches in place the king pin 202 thereof. Accordingly, regardless of the type of t the semi-trailer 200A or 200B that is mounted upon the top of the railway car 0, the front end thereof is always supported in the same manner by the cooperating hitch 300, and also regardless of the mounted position of the semi-trailer with respect to the opposite ends of the rail- 1 way car 100.

A plurality of the railway cars 100 are normally arranged in a train, the. adjacent ends of the railway cars being coupled together by car couplers, not shown; and the semi-trailers 200A and 20013 are loaded indiscriminately upon the string of railway cars 100' longitudinally with respect to the train. In order to accommodate such longitudinal loading of the trailers 200A and 200B, each of the railway cars 100 comprises end structure providing both a continuous trackway and a continuous roadway along the train of railway cars 100; and this end structure that is provided at the left-hand end of the railway car 100 is best shown in FIGS. 1, 3, 4 and S. More particularly, and referring to FIG. 3, the lower car rail 106 has pivotally connected thereto a bridging rail 1'20 and the lower car platform 111 has pivotally connected thereto a bridging platform 121. As best shown in FIGS. 4 and 5, the inner end of the bridging rail 120 is pivotally connected by a pivot pin 122 to the adjacent extreme outer end of the lower car rail 106 and the inner end of the bridging platform 121 is pivotally connected by a pivot pin 123 to the adjacent extreme outer end of the lower car platform 107. The outer end of the bridging rail 120 is provided with structure 124 that is adapted to cooperate with an abutment, indicated at 125, carried by the adjacent extreme outer end of the rail structure of the coupled railway car; and the extreme outer end of the bridging platform 121 is provided with structure 126 that is adapted to cooperate with an abutment, indicated at 127, carried by the adjacent extreme outer end of the platform structure of the coupled railway car. The bridging rail 120 and the bridging platform 121 each have active positions, indicated in solid lines in FIG. 4, and inactive positions, indicated in dotted lines in FIG. 4; and the bridging rail 120 and the bridging platform 121 are movable together between their active and inactive positions, as explained more fully hereinafter. More particularly, when the bridging rail 120 occupies its active position, its lower position illustrated in FIG. 4, the structure 124 engages the adjacent abutment 125, thereby completing a continuous rail system between the two coupled railway cars and likewise, when the bridging platform 121 occupies its active position, its lower position illustrated in P16. 4, the structure 126 engages the abutment 127, thereby completing a continuous road system between the two coupled railway cars 100.

It will be understood that the right-hand end of the railway car 100 comprises end structure identical to that provided at the left-hand end of the railway car 100, except that the bridging rail and the bridging platform involved are disposed in cooperating relation with respect to the upper car rail 106 and the upper car platform 107. Accordingly, each railway car 100 carries at each end thereof end structure that is complementary to the end structure carried by either end of any other railway car 100, so that, either end of any railway car 100 may be connected to either end of another railway car 100. This will be best understood by reference to FIG. 3, wherein it will be appreciated that the rail bridge and the platform bridge 121 carried at the left-hand end of the raliway car illustrated produces continuous rail and road systems with respect to the lower side of the right-hand end of the coupled railway car, not shown, disposed at the left of the railway car 100 illustrated; while the rail bridge indicated at 120 and the platform bridge indicated at 121' carried at the right-hand end of the coupled railway car, not illustrated, produce continuous rail and road systems with respect to the upper side of the left-hand end of the railway car 100 illustrated. Also it is noted that, as shown in FIG. 3, the upper surfaces of the car platforms 107 and the upper surfaces of each of the bridging platforms 121 may carry embosses, respectively indicated at 107a and 121a, so as to provide additional frictional contact with the engaging road wheels 201 of a semi-trailer 200A or 20013, or other road vehicle, supported-thereby.

Again referring to FIGS. 4 and 5, the bridging rail 120 and the bridging platform 121 are actuated simultaneously by an arrangement including a manually operable lever or handle that is connected at the lower end thereof to a bushing 131 mounted upon a pivot pin carried by a plate 132 secured to the adjacent outer edge of the car platform 107. The bushing 131 is rigidly connected to the inner end of an arm 133, the outer end of which is connected to a tube 134 that is, in turn, connected to the underportion 0f the bridging platform 121 by a pair of tabs 135. Also, the bridging platform 121 is linked to the bridging rail 120 by an arrangement including a tab 136 carried by the bridging rail 120, and a link 137. One end of the link 137 is connected by a pivot pin 138 arranged in the end of the tube 134 and the other end of the link 137 is connected to the tab 136 by a spindle 139. Accordingly, when the lever or handle 130 is rotated in the clockwise'direction, as viewed in FIG. 4, from its position illustrated, the bushing 131 is correspondingly rotated causing the arm 133 to lift the bridging platform 121 from its active position illustrated in full lines into its inactive position illustrated in dotted lines. As the bridging.

platform 121 is thus rotated in the clockwise direction, as

,viewed in FIG. 4, about the pivot pin 123, the motion is transmitted by the link 137 to the bridging rail 120 so that the bridging rail 120 is rotated in the clockwise direcand inactive positions by corresponding manipulations of the lever or handle 130. At this point it is mentioned that the bridging rail 12% and the bridging platform 121 occupy their lowered or active positions only during loading of the semi-trailers 250A and 2803 upon the coupled railway cars 1%; and after the loading operation, the bridging rail 120 and the bridging platform 121 are oper ated into their raised or inactive positions. It will, of course, be understood that the inactive positions of the bridging rails 120 and the bridging pulatforms 121 accommodate articulation of the coupled railway cars'llltl; without bending or other damage to these bridging elements 120 and 121; i

The above-described mechanism for simultaneously actuating the bridging rail 12% and the bridging platform 121 between their respective active or use positions and their inactive or storage positions is disclosed and claimed in the copending application of Albert E. Price, Serial No.

' 35,734,'filed June l3, 1960.

matic centering of the semi-trailer 20013 is assured. The guiding and centering of an unequipped tractor, as it is backed upon the top of therailway car 100, is substantially identical to that of the unequipped semi-trailer ZfiilA; and likewise, the centering and guiding of the equipped tractor, as it is backed upon the top of the railway car lfitljis substantially identical to that of the which tractor may be either equipped or unequipped. I

The unequipped tractor is entirely conventional, comprising a chassis provided with a front axle carrying front road wheels that are steered and a rear axle carrying rearroad wheels that are driven, as well as a motor and the usual facilities. Also, the rear end of the unequipped tractor carries a conventional fifth-wheel mechanism that is selectively operative between active and inactive positions with respect to the depending king pin 202 carried by the front end of the semi-trailer 200A or 2903, the fifthwheel mechanism in its active position supporting the front 'end of the semi-trailer and latching the king pin in place, and the fifth-wheel mechanism in its inactive position unlatching the king pin to facilitate the removal of the semi-trailer from its supported position. The equipped tractor is identical to the above described conventional tractor, except that it further comprises low front rollers carried by the front axle and disposed inwardly with respect'to the front road wheels, and also driven rear rail wheels disposed inwardly with respect to the rear road wheels; The front rollers are flanged to face inwardly so that they are adapted to straddle the track rails 106 carried on the top of the center sill 1910f the railway car 16d and to guide thereon. The driven rear rail wheels are driven together with the rear road wheels and are 7 also flanged to; face inwardly so that they too are adapted to'straddle the track rails 106 carried on the top of the center silllttl of the railway car 10th and to guide thereon. In the loadingioperation the fifth-wheel mechanism carried by the tractor, and regardless of the type thereof, is coupled to the kingpin 2%32 carriedby the frontend of the semi-trailer ZWA or 20GB, and this coupledunit .is backed upon the railway car 104 In the event the unequipped semi-trailer 2049A is involved, the road wheels 201 thereof engage the platforms 167 and cooperate with the wheel guide rails 111 to insure centering of the semi-trailer 200A upon the top of the railway car 100 as equipped semi-trailer 2MB.

Before describing in greater detail thecentering and guiding of an unequipped semi-trailer and an unequipped tractor upon the railway car 100, reference is made to the schematic diagram of FIGS. 8 and 9.. In FIG. 8,

there is illustrated a conventional railway flat car K that is provided with outside wheel guide rails 111X disposed along the opposite sides thereof, and thereis 7 shown diagrammatically an unequipped semi-trailer 200A mounted upon thetop of the conventional railway fiat car ltlilX, and illustrating the case wherein there is sub-.

stantial misalignment between the center line of the conventional railway car ltltlX and the center-line of the unequipped semi-trailer 200A. In, FIG. 9, there is illustrated'diagrammatically an unequipped semi-trailer 200A mounted uopn the top of the inventive railway car 100Y, provided with the inside wheel guide rails 111Y' disposed adjacent to the center thereof and on opposite sides of the center line thereof, and illustrating the case wherein there is substantial misalignment between the center line of the inventive railway car Y and the center line 'rear end of the semi-trailer 200A tending to cause further misalignment between the two center lines mentionedand the resulting jack-knifing of ,the semi-trailer 200A with respect to the tractor, at the connection between the king pin 262 of the semi-trailer 200A and the supporting fifth-wheel mechanism carried by the rear end of the tractor. When this occurs, the driver must operate the tractor in the forward direction in order to relieve the jack-knifing mentioned; whereby the loading of the unequipped semi-trailer 200A upon the conventional flat car 100X is effected by a series of alternate rearward and forward movements of the unequipped semi-trailer 200A and the coupled tractor; which operations are, of course,

time-consuming and substantially injurious to the rubber 'there is a substantial misalignment between the center line of the unequipped semi-trailer 200A and the center line of the inventive railway car 100Y, as the semitrailer 200A is backed, one of the inside road wheels 201 thereof engages the adjacent inside guide rail 111Y,, thereby exerting a rotational torqueupon the rear end of. the semi-trailer 299A tending to minimize the misalignment between the two center lines mentioned and the resulting prevention of jack-knifing of the semi-trailer 200A with respect to the tractor, at the connection between the king pin 202 of the semi-trailer 200A and the supporting fifth-wheel mechanism carried by the rear end ofthe tractor. Since this occurs, the driver may continue to operate the tractor in the rearward direction, as the jack-knifing tendency mentioned is automatically relieved; whereby the loading of the unequipped semitrailer 260A upon the inventive railway car 100Y is effected by a continuous rearward movement of the unequipped semi-trailer ZWA and the coupled tractor; which operations are, of course, effected rapidly and without damage to the rubber of the road wheels carried by these two coupled vehicles. I

With further reference to the wheel guiding and centering arrangement that is incorporated in the railway car 100, it will be observed in FIGS. 3 and 4 that the wheel guiding rails 111 extend substantially from endto-end of the center -sill 101 and that each extreme outer end of each wheel guiding rail 111 is flared and curved inwardly toward the web of the adjacent l-beam 104, as indicated at 111a, thereby positively to prevent scuffing of the inside surface of the rubber of theinside road wheels 201 carried by the unequipped road semi-trailer 200A incident to loading the same upon the railway car 100 in the manner described above.

Referring now to FIGS. 17, 18 and 19, the semi-trailer hitch 390 that is incorporated in the left-hand end of the railway car 100 and arranged in cooperating relation with the equipped semi-trailer 200B is illustrated in greater detail; which semi-trailer hitch 300 is identical to the se trailer hitch 300 incorporated in the central portion of the railway car 100 and arranged in cooperating relation with the unequipped semi-trailer 200A. The semi-trailer hitch 300 illustrated essentially comprises a laterally extending trunnion 301 supported at the opposite ends thereof in the Webs of the laterally spaced-apart I-beam 104 of the center sill 101, a standard 302, and a strut 303; which hitch 300 is operative between a storage position, as shown in FIG. 17, wherein it is disposed within the hollow center sill 101 and below the top thereof, and an erected position, as shown in FIG. 18, wherein it is disposed out of the hollow center sill 101 and well above the top thereof. Also two longitudinally spaced-apart shock-absorbers 400 are incorporated in the center sill 101 and respectively arranged in cooperating relation with the semi-trailer hitches 300. Furthermore, the upper end of the standard 302 of each of the semi-trailer hitches 300 carries a fifth-wheel mechanism 500; and as illustrated in FIGS. 18 and 19, when the semi-trailer hitch 300 occupies its erected position, the fifth-wheel mechanism 500 is adapted to support the front end of the associated equipped semi-trailer 20013, the fifth-Wheel mechanism 500 engaging and holding the cooperating king pin 202 depending from the front end of the semi-trailer 2003,

as indicated in FIG. 18. Also, when the hitch 300 occupies its erected position, the rear end of the strut 303 is operatively connected to the shock-absorbing mechanism 400 by latch structure 304 that is carried by the lower end of the strut 303.

As best shown in FIGS. 20 and 25 to 29, inclusive, the trunnion 301 is of generally tubular form, and the standard 302 comprises a pair of laterally spaced-apart legs 395, each of substantially box-like form, as shown in FIG. 27, and rigidly secured to the intermediate portion of the trunnion 301, as by welding. Also, the connections between the lower ends of the legs 305 and the trunnion 301 are reinforced by suitable gusset plates 306 secured in place, as by welding, between the lower ends of the legs 305 and the trunnion 301. Further, the outer ends of thetrunnion 301 are rein-forced adjacent to the lower portions thereof by suitable gusset plates 307, so as to lend the required rigidity to the trunnion 301. The upper portions of the legs 305 are rigidly secured together by a laterally extending pivot pin 308, to which the upper end of the strut 303 is pivotally connected, as explained more fully hereinafter; also, the lower ends of the legs 305 are rigidly secured together by a tie plate 309 that is further secured to the adjacent central portion of the trunnion 301. Further, the front sides of the legs 3425 carry forwardly projecting ears 310 between which there is rigidly secured a hook shaft 311 (see FIGS. 20, 25 and 28), that is employed in operating the hitch 300 from its storage position of FIG. 17 into its erected position of FIG. 18. The upper ends of the legs 305 taper outwardly, as illustrated in FIG. 25; and the ex treme upper ends of the legs 305 carry a pair of laterally spaced-apart lugs 312 to which the associated fifthwheel mechanism 500 is pivotally connected, as explained more fully hereinafter.

Referring now to FIGS.- 25 to 29, inclusive, the opposite ends of the trunnion 301 terminate respectively adjacent to the inside surfaces of the webs of the associated I-beams 104 and are respectively supported for pivotal movements by associated bearing structures 313 and 314 located between the upper and lower flanges of the respectively associated I-beams 1104. As viewed in FIG. 28, the bearing structure 313 is arranged at the left-hand end of the trunnion 301 and the bearing structure 314 is arranged at the right-hand end of the trunnion 301; whereby the standard 302 is disposed between the upper flanges or track rails 10 6 of the I-beams 104 of the center sill 101, so that the standard 302 may be readily pivoted between its stored and erected positions, as previously noted, without interference with the l-beams-lild. More particularly, the bearing structure 313 comprises a supporting ring 315 that is rigidly secured to the adjacent inner surface of the Web of the as sociated l-beam 104 by a plurality of gusset plates 3 16; which supporting ring 315 receives a bearing ring 317 internally thereof and arranged for rotary movements with respect thereto; which bearing ring 317 is arranged in surroundingrelation with the adjacent left-hand end of the trunnion 301 with a resilient cushioning ring 318 therebetween. Preferably, the cushioning ring 318 is formed of neoprene; or other resilient rubber-like material, and is bonded to the adjacent inner surface of the bearing ring 317 and to the adjacent outer surface of the left-hand end of the trunnion 301. Similarly, the hearing structure 314 comprises a supporting ring 319 that is rigidly secured to the adjacent inner surface of the web of the associated I-beam 104 by a plurality of gusset plates 320; which supporting ring 319 receives a bearing ring 321 internally thereof and arranged for rotary movements with respect thereto; which bearing ring 321 is arranged in surrounding relation with the adjacent ring-hand end of the trunnion 301 with a resilient cushioning ring 322 therebetween. Preferably, the cushioning ring 322 is formed of neoprene, or other resilient rubber-like material, and is bonded to the adjacent inner surface of the bearing ring 321 and to the adjacent outer surface of the right-hand end of the trunnion 301.

Accordingly, it will be appreciated that the bearing structures 313 and 314 not only support the trunnion 301 for pivotal movements between the webs of theassociated laterally spaced-apart I-beams 164, but they also provide a resilient mounting between the trunnion 301 and the I-bearns 104, thereby effecting cushioning of the standard 302 in its erected position, for a purpose more fully explained hereinafter.

Still referring to PEG. 28, a pair of aligned openings 323 are respectively formed in the webs of the laterally spaced-apart I-beams 104 in alignment with the opposite ends of the tubular trunnion 301; and arranged within the tubular trunnion 301 and extending laterally therethrough is a torsionmember 324 that essentially cornprises a plurality of individual leaf springs 325 arranged in stacked relation, as best illustrated in FIGS. 26 and 29. Referring now to FIGS. 28 and 29, a pair of abutments 326 are arranged in the outer left-hand end of the tubular trunnion 301 and rigidly secured thereto; which abutments 326 are disposed on opposite sides of the adjacent left-hand end of the torsion member 324; whereby the left-hand end of the torsion member 324 rotates directly with the adjacent left-hand end of the trunnion 301 incident to rotation of the trunnion 301 in the bearing structure 313 and 314. Referring now to FIGS. 28 and 26, a cap 327 is arranged on the outer side of the web of the I-beam 104 disposed on the right-hand side of the center sill 101, as viewed in FIG. 28; which cap 327 carries an upwardly projecting tab 328 arranged between a pair of outwardly projecting ears 329 rigidly secured to the adjacent outer surface of the adjacent web of the I-beam 104; and the tab 328 is mounted upon the ears 329 for pivotal movement with respect thereto by an associated pivot pin 330. Thus, it will be understood that the cap 327 is pivot- .againstqlongitudinal movements from side to side, as

viewed in FIG.,26'. Arranged within the cap .327 are a pair of abutments .332 that are rigidly secured thereto 7 and disposed on opposite sides of the adjacent right-hand end of the torsion member 324.

When the standard 392 occupies its erected position, the torsion member 32 is unstrained and may be removed from its normal position within the trunnion 3% through the opening 323 provided in the web of the adjacent I-beam 1634 in the left-hand end of the trunnion 3%, as

viewed in FIG. 28, after rem-ovalof an associated cover 333 carried by the adjacent web of the I-beam 194 and normally secured in place by a bolt 33% provided-with an associated nut. Accordingly, when the standard 382 occupies its erected position, the unstra-ined torsion member 324 extends laterally through the trunnion 3'01, the

left-hand end of the torsion member 3-24 being disposed between the associated abutments 326 rigdly secured to the trunnion 3M and the right-hand end of the torsion member 324- projecting through theopening 3 23 provided in the web of the associated I-beam 104 and into the cap 327 and disposed between the abutments 332 rigdly secured thereto. As the standard 302. is moved from its erected positon, as shown in FIG. 18, toward its storage position, as shown in FIG. 17, the 301 is rotated in the clockwise direction causing the abutments 32.6 arranged in the left-hand end thereof to twist the leftha-nd end of the torsion member 324 in the clockwise directioruas viewed in FIG. 29, so that the right-hand end of the torsion member 324 is rotated in the counterclockwise direction, asviewed in FIG. 26. The initial countera clockwise rotation of the torsion member 324, as viewed in FIG. 26,'is unopposed; however, after rotation of the torsion member 324 through a predetermined angle in the counterclockwise direction, the right-hand end thereof engages the abutments 332 that are arranged in the cap 327 and rigidly securedthereto, whereby the torsion member 324- is strained as the left-hand, endthereof is rotated further in the clockwise direction, as viewed in FIG. 29, since the right-hand end of the torsion member 324 cannot be rotated further in the counterclockwise direction, as viewed in FIG. 26, as the cap 327 is fixedly secured to the web of the adjacent Lbeam 104 by the arrangement including the ears 329 and the retainer 331, as shown in 7 FIG. 26. Accordingly, as the standard am is pivoted in the clockwise direction from its erected position of FIG. 18, into its storage position of FIG. 17, the torsion member 324 is strained, orwtwisted'between the pair of abutments 326 and the pair of abutment-s 332, so as to store energy in the torsion member 324- as the standard 392 is pivoted into its final storage position, as shown in FIG. 17. Of course, this straining of the torsion member 324 is productive of a reactive force between the cap 327 and the left-hand end of the trunnion 39-1, as viewed in 'FIG. 28, thereby opposing the final pivotal movement of the standard 302 into its storage position, as shown in FIG. 17; which reactive force, tending to move the standard 302 from its storage positon of FIG. 17 back into its erected position of FIG. 18, minimizes the torque that must be exerted from the outside upon the hitch 30% in order to move the same from its storage position of FIG. 17 into its erected position of FIG. 18.

Referring now to 'FIGS. 20 to 24, inclusive, and 31, the strut 303 is of substantially box-like form including a pair of side plates 335, a bottom plate 336, a lower top plate 337 and an upper top plate 338. The upper ends of the side plates 335 are inwardly offset toward ment 347 may be secured directly to the undersurfaceof I2 each other, so that the upper end of the strut 3523 is substantiaily narrower in the lateral direction than .is the lower end thereof; the upper end of the strut 3G3 terminates in a laterally extending hollow beating 339 that is journalled upon thepivot pin 3&8 entending between the legs 365 of the standardSdZ; and the lower end of the strut 303 terminates in respective lower and upper laterally extending tubular members 3% and 341 (see particularly FIG. 20). The upper tubular member 341 is rigidly secured to the lower tubular member 34% by an associated gusset plate 342, and the upper tubular member 341 is rigidly secured to the lower top plate 337 byan associated gusset plate 343; whereby the lower end of the strut 303 carries the tubular members 34% and 341 rigidly secured thereto. The upper tubular mem her 341 constitutes a bearingmember in which there is journalled a laterally extending supporting shaft 3 and the opposite ends of the supporting shaft 344 carrya pair of slides 34 5 that are respectively arranged in a pair of traclcways 346 respectively carried by the pair of laterally spaced-apart I-beams 104.

As best shown in F165. 20 and 31, each of the trackways 346 is located adjacent to the junction betwee 'the 3 upper portion of the web of the associated I-beam 194 and the upper flange 1G6 thereof and below the inwardly directed projection of the upper flange 166 thereof; and

each of the ltrackway-s 341 comprises an upper rail'element 347 and a lower element 343. The upper rail ele-.

the inwardly directed projection of the upper flange 106 and each of the lower rail elements 347 may be supported by a suitable number of longitudinally spaced-apart.

of the strut 3613 is pivotally connected to the intermediate portion of the standard 302 by the cooperation between v the pivot pin 368 and the bearing member 339; While the lower end of the strut 30-3 is supportedfby the pair of shoes 345 arranged in sliding engagements with the pair of laterally spaced-apart trackways 346 respectively carried by the laterally spaced-apart I-beams 104 of the cena 3 moves toward the right, this movement of the strut 303 i being guided by the cooperation between the shoes 345 and the cooperating trachways 346.

Referring now to FIGS. 20, 22 and 30, thelower tubular member 340- oarried'by the lower end of the strut 303 constitutes a bearing member for a laterally extending shaft 351 that comprise a portion of the previously mentioned latch structure 394. More particularly, the latchstructure 304- comprises a pair of'laterally spaced-apart latch elements, 352 rigidly secured to the extreme outer ends of the shaft 351, the latch elements 352 being disposed outwardly of the respectively adjacent side plates 335 of the strut 303, as shown in FIG. 22. As illustrated, the two latch elements 352 project forwardly with respect to the shaft 351 and are normally biased downwardly in the counterclockwise direction, with respect to t i the strut 303, as viewed in FIG. 20, by a pair of co- 7 operating laterally spaced-apart coil springs 353. Each of the coil springs 353 cooperates with one of the latch elements 352, one end of the coil spring 353 being arranged in an associated cupt35d rigidly secured to the 

